Fort Worth daily gazette. (Fort Worth, Tex.) 1882-1891, 1887-05-01
Railroad shylocks and Their Pounds of
Philadelphia Record.

Philadelphia Record.
The simple plan by which the Union
Pacific Railroad and other transportation
companies worked their short-hauI policy
was to charge shippers at interior non.
competitive points the through rate fol-
the long haul, and, in addition, the local
rate for the short haul. OF Course, goods
were not carried through from New York
to San Francisco and thence back to the
non-competitive point in the interior, but
the charges were as much as if
they had been carried on past
the non-competitive point and then
back. A carload of goods for some such
interior point as EIkO, New, would be de-
llvered there, but it would be billed from
New York to San Francisco at the
through rate, and then there would be a
separate local bill of lading for the short
haul. 1t was mere fiction of railroad
bookkeeping. Here are a few examples
furnished by Senator Beck of Kentucky ia
reply to Senator Plat of Connecticut on
the interstate commerce bill. They may
be found in the Congressional Record,
AOlume II, part 4. page 1917:
Through rate New York to San Fran
cisco, $500 miles, $500. Short haul, San
Il L
freight to ElkO, 1851 miles from New
York, $500.
Through rate, $500 miles, $500. Short
haul, San Francisco 10 Winnemucca, AIS
miles, S4l6. Total freight to Winnie
muccs, 1926 miles from New York, SIG.
Through rate, $500 miles, $500. Short
haul, San Francisco to Reno, 306 miles,
1926. Total from New York to Reno,
Against law that is designed to sup
press a gigantic iniquity like this the
beneticiaries, advocates, organs and tools
of a railroad monopoly have arrayed
themselves. 4 railroad built by the
money and lands of the people Of the
United States is made an instrument for
marrying and robbing the inhabitants
along it's route. Farmers and mechanics
in the interior must pay double, and
sometimes treble, the rate of freight
across the continent from coast to coast
because they are at the mercy of
a monopoly created by government sub
sidy. And when q law to abate the
iniquitY Is put in force all the hirelings of
monopoly cry out in dismal mutations
over the mischievOus effects and con-
sequences of such legislation.
luSIGht Vi ICuuClHS LQG rates LOT LQ6
short haul to the long haul rates, the
Union Pacific and other corporations
have raised the through charges for
freight so as to make them agree with the
charges for the lesser distances. This
they have perfect right to do under the
law. But they can no longer
charge shippers twice or three
tims as much as the through rate for
hauling goods over only portion of their
lines. In the case of the Union Pacific
there is one obstacle to the accomplish
ment of its programme of conformi lg to
the law by increasing the rate for through
freights to the local standard-shippers
in San Francisco have the choice Of water
by the isthmus or around by Cape Horn.
Transit on that line is someWnst slow, but
it has the advantage of cheapness. When
the Union Pacific Railroad Company
shall find the grain, wool, wine
and other staples of California TAX
ing the water route they will soon come
to terms. They will again fix their rates
Of through freight to compete with water
transportation, as they have done hith-
erto, and in doing so they will be obliged
to abandon their oppressive short-haul
policy. Thus one great object of the law,
the relief of the people along the route Of
the Pacific railroads will have been
achieved. a little patience, gentlemen,
and the inter state commerce law will be
found an excellent institution.